Diesel engine



Oct. 26, 1943. w. WAGNER lET Al.

DIESEL ENGINE Filed Jan. 18, 1945 2 Sheets-Sheet l dim D. mM mm n Y. E VMMN n x .f w L0 m J @QL 26, 1943. WHWAGNER Erl-AL 2,332,618 i DIESEL ENGINE l Fild Jan. 18, 1943 2 Sheets--Sheefl 2 Patented Oct. 26, 1943 DIESEL ENGINE William Wagner and John Swann, Vancouver, British Columbia, Canada Application January 18, 1943, Serial No. 472,744

f In Canada March 19, 1941 2 Claims. (Cl. 12S-,48)

Our invention relates to improvements in Diesel engines. The objects of the invention are to provide means whereby the opening of the air inlet and exhaust outlet may be varied to suitv the requirements of engine load; to provide for adjustment of the compression within the cylinder when the engine is at rest or in operation; to provide novel means for building up scavenging air pressure during -outward and inward strokes of the engine pistons, and to provide an engine frame of welded plate construction, thus reducing the frame weight below that prevailing in the conventional cast iron frame construction and also reducing the cost.

n The invention consists of an engine having opposed pistons within a single cylinder, a rocker arm movement between the pistons and a crank shaft wherein the fulcrum of one of the rocker arms is adapted for movement to vary the position of the stroke of one of said pistons, as will be more fully described in the following speciiication andk shown in the accompanying drawings, in which- Fig. lis a sectional view of the invention taken transversely to the crank shaft.

Fig. 2 is a sectional view taken on the line 2 -2 of Figure 1.

Fig. 3 is a sectional view through the cylinder taken on the line 3-3 of Figure l.

Fig. i is a sectional view through the cylinder taken on the line 4-4 of Figure 1.

Fig. 5 is a sectional view through the cylinder taken on the line 5-5 of Figure 1. l

Fig. 6 is a transverse sectional view of the scavenging air pump taken on the line 5-5 of Figure 2. Y

a shaft 42, see Figure 1, and the rocker arm 33 is- In the drawings like characters of reference indicate corresponding parts in each gure.

The numeral I indicates generally a base having a curved plate 2 which forms a portion of the crank case 3. Front and rear Walls numbered 4 and 5 respectively are welded to the base and detachable end walls 8 and 1 are tted to enclose the engine. Welded between the walls 4 and 5 are cylinder cradle or division plates 8 and 9, the plates 8 serve to support the cylinder assembly to be hereinafter described and to separate it from the crank case 3. Most of the walls and other parts of the base are cut from plane sheet material.

The cylinder assembly consists of a cylinder II and a water jacket I2. The cylinder Il is provided at one end with intake ports I4 some of which are radial andsome tangential to the cylinder wall and adjacent the opposite end of the cylinder exhaust ports I5 are provided. The webs I6 between the exhaust ports I5 are cored to provide water passages I1 between different portions of the water jacket I2, see Figure 4. At the centre of the cylinder openings are formed to accommodate an injector I9 and a compression release and fuse plug holder 20. Communication with the water jacket is made through circulation pipes 22 and 23. An opening 25 is formed in the rear plate 5 through which air is admitted to an air jacket 26 surrounding the cylinder II.

Mounted in bearings 28 is a crank shaft 29 which is provided with diametrically opposed cranks 30 within the crank case. A y wheel 3| is fitted to the crank shaft beyond the plate 5, see Figure 2.

The cylinder II is provided with two pistons 33 and 34 each having a detachable head 35 which is sotted as toprovide an annular space 35 between the head and the piston. This head may, being so spaced, expand freely in response to heat transfer during the firing stroke without unduly expanding the piston, thereby eliminating the sticking of piston rings and scoring of cylinder walls.

The pistons 33 and 34 are fitted with short connecting rods 3l to rocker arms 38 and 39 respectively. The rocker arms are connected in turn by connecting rods 40 and 4I to the opposing cranks 30. The rocker arm 38 is journalled upon iournalled upon a shaft 43 which is mounted in eccentrics 44 which are in turn journalled in bearings 45 in the plates 4 and 5, one only being shown. The shaft 43 and the eccentrics 44 are adapted to be rocked through approximately degrees by a lever 4l which is fitted with a locking screw 48 to permit said lever to be held iirr'nly in any adjusted position.

The plate 5 is provided with an elongated slot l49 through which the rock shaft 50 of anlair pump 52 extends. The pump consists of a circular drum 53 having inner and outer walls 54 and 55 respectively, see Figures 2 and 6, and is mounted Within a housing 56 attached to the outside of the plate 5. The drum is provided with opposed segmental intake chambers 51 each having an intake 58 in the outer wall 55 and a lightly spring loaded valved inlet 59, which communicates through the slot 49 with the crank case. The inlets 59 serve as breathers to the crank case and admit oil containing air from the crank case to the pump to lubricate it. 'I'he side walls'n of each intake chamber are provided with spring loadedy valves 82 .to admit air to the drum. 'I'he shaft 50 is provided with radial wings 63 which on being rocked sweep the air admitted towards and through spring loaded outlet valves 65 into the interspace between the drum 53 and the walls of the housing 56 which communicates through the opening 25 into the Jacket 26 and the cylinder Il. The rock shaft 50 of the air pump is tted within the crank case with a forked `lever' 61 through which it is rocked by the rocker arm 38 through a connecting rod 68.

Fuel oil is supplied to the injector I9 from a l suitable feed pump 69 which is operated by a cam 'Il which is driven by a chain and sprocket driving train 'H from the main crank shaft 29.

When the engine is to be used for marine purposes or in other situations where'the load is` substantially constant, adjustment may be Vmade to the position of the cylinder Il within its supports in order for it to give its greatest emciency at the desired load by the following means. Sup-l rposing it should be necessary in order to get the desired Veiliciency that the air intake ports I4 open late and the exhaust ports I5 `open early, the vcylinder Il and its water jacket would be moved toward the left, as viewed in 'Figure 1, by adjusting the nuts 13 which pass through a lug 14 secured to the 'cylinder Il. In this position the intake would be late in opening and early in closing and the exhaust would be early in closing and late in opening. This adjustment will iit the engine to its particular load condition. The adjustment of fuel feed will have the; usual eect on the engine. t

In small engines particularly, starting is facilitated by raising the compression by-setting the lever 41 to the position shown in the drawings. By so doing the heat of compression of the air admitted is increased and the ignition of the charge is therefore more certain. When the en- 'gine is running normally and at normal temperatures thecompression may be advantageously reduced by swinging the lever 41 towards its horizontal position because the'piston heads and other surfaces are hot enough to promote ignition -at the proper time.

When it is desired to troll or maintainvlow speed for lengthy periods, the compression is again increased, thus preventing -missingand knocking which is frequent in engines with constant compression.

By providing detachable heads 35 tothe pistons with an interspace between them fthere is but little heat transfer from the heads and their heat is maintained to insure effective ring of the compressed charges of combustible vapour within the cylinder. f

, What we claim as our invention is`:

1. In a -Diesel engine having an engine frame, a cylinder, two opposed pistons in said cylinder, a crank shaft having opposed cranks, a pair of rocker arms journalied upon shafts parallel to said crank shaft, each of said rocker arms bein operatively connected to a piston and one of said` cranks, one of said rocker arm/ bearing fs'haj'itsA being mounted in eccentrics, a'l'ever for rocking" the eccentrics and means forf` locking the' eejcentrics in adjusted position, saidl engine frame' having front and rear lplatesV enclosed atthelr A' ends to form a crank case, id ivisionplates ex4 tending between said plates for'rningla; cradle forv the cylinder.

2. In a Diesel engine havingan'e'ngin'e lframe;-l`llr a cylinder, two opposed pistonsA in 'saidfcylinden a crank shaft having opposedcranks,"a; pair off rocker arms journalled upon shaftsl'f-pa'ral'l'el 'toff said crank shaft, each of s'aid'rockerarms ybeing operatively connecte? I* l cranks, one of said ry ckerv arm bearing'slfaftsbe ing mounted in ecce'itrlcs, alever for rockingfth eccentrics and means' for locking'dthe'eccentcs in adjusted position, said engine` v frame'ghavingf' front and rear lates enclosedat-their-endsto form a crank case,v division plates/ektendiifgbe tween said platesv forming a cradlefiorv 'thecyl-,ffj

inder, 'and 'said front and rear platesffomi Vsupport ,for the crank shaft bearings,` I

JOHN ,'SWaNN" 

